Regulator



Feb..22, 1949. H. A. WHEELER REGULATOR 2 Sheets-Sheet 1 Filed Dec. 11, 1944 Feb. 22, 1949. H. A. WHEELER REGULATOR 2 Sheets-Sheet 2 Filed Dec. 11, 1944 @h Q ww g Patented Feb. 22, 1949 UNITED STATES PATENT OFFICE REGULATOR Harold A. Wheeler, Alwood, N. J., assignor to Bendix Aviation Corporation, Teterboro, N. J a corporation of Delaware Application December 11, 1944, Serial No. 567,668

6 Claims. (Cl. 123-25) The present invention relates to regulators and more particularly to novel means for controlling the air inlet pressure of a supercharged aircraft engine so as to maintain the pressure thereof at either of two preselected absolute pressures.

During the operation of so-called "water or anti-knoc fluid injection systems for suppressing predetonation in internal combustion engines, an increase in the air inlet pressure of the induction system for the engine is permissible and desirable in order that greater engine power may be obtained that when such injection system is not in operation. Therefore, an object of the present invention is to provide a regulator responsive to operation of such an injection system for effecting a predetermined increase in the air pressure in the induction system.

Another object of the invention is to provide a regulator having novel means for shifting the setting of a novel air leak means in response to operation of the supplemental fluid injection system.

Another object of the invention is to provide a novel regulator arranged to maintain the air inlet of a supercharged aircraft engine at a first preselected pressure value, when such supplemental fluid injection system is not in operation and said regulator further having a novel air leak arranged to maintain such pressure at a second relatively higherreset pressure when such injection system is in operation. Another object of the invention is to provide novel means for regulating the setting of the air leak in response to changes in atmospheric pressure so as to maintain a substantially constant reset pressure value for the regulator.

Another object of the invention is to provide second novel means for adjusting the setting of the air leak so as to maintain the maximum reset pressure of the regulator substantially constant under varying altitude conditions.

A further object of the invention is to provide a novel means for regulating the pressure line to a regulator for a supercharger so as to vary its controlling effect in response to operation of a supplemental fluid injection system for an aircraft engine.

These and. other objects and features of the invention are pointed out in the following description in terms of the embodiment thereof which is shown in the accompanying drawings. It is to be understood, however, that the drawings are for the purpose of illustration only, and are not designed as a definition of the limits of the invention, reference being had to the appended claims for this purpose.

In interpreting the appended claims, where they refer to a supercharger, they are to be construed as including application of the invention to any known type supercharger, however driven, and to any type of throttle controlled engine, and, Where the claims are directed to less than all of the elements disclosed, they are intended to cover possible uses of the recited elements in installations which lack the non-recited elements.

In the drawings, wherein reference numerals refer to like parts throughout the several views:

Figure l is a partly schematic view illustrating the manner in which one form of the novel regulator control means may be connected in operating relation in the induction and supplemental fluid injection system for an aircraft engine.

Figure 2 is a partly schematic view illustrating the manner in which a second form of the novel regulator control means may be connected in operating relation.

Referring first to Figure .1, there is indicated. by numeral I a supercharger having an air inlet conduit 2 and an air outlet conduit 3 forming the intake manifold of an internal combustion engine whose crank-shaft or other power shaft (not shown) drives through a shaft 4 and other suitable mechanical connections the impeller blades 5 of the supercharger I.

A throttle valve 1 is provided in the inlet conduit 2 and has an operating arm 8. Operatively connected to the arm 8 through link 9 is the piston rod Ill of a servo motor provided in a boost control l2.

The boost control l2 may be any suitable type well known in the art such as shown in the Patent No. 2,205,354 granted to David Gregg et al. under date of June 18, 1940.

The latter boost control l2 includes a. pair of hollow flexible walled cylinders or bellows l3 and I4 mounted between end walls 15 and I6 of the boost control I2. The bellows I3 is sealed under vacuum or under a predetermined pressure although a vacuum or near vacuum is preferred. The bellows H has a direct communication with '3 to a predetermined value.

the intake manifold 3 or outlet pressure from the supercharger I by reason of a conduit l6 leading into said bellows I4.

A plate I9 is interposed between the bellows I3 1 and II. The'plate I3 is connected through suitable means not shown to a servo valve controlling the operation of a servomotor connected to the piston rod. Thus upon a change in the pressure acting within the bellows It a corresponding change in the position of the piston rod in ls effected for controlling the valve I, as will be extweent-the conduit I8 and the intake manifold 3,

conduit 20, between the conduit I8 and the cham- A passage 28 leads from the chamber 2| intoa conduit 29 leading to the air inlet pressure conduit 2 of the supercharger I.

while asecond restriction 21 is formed in the and 38 secured at opposite sides by a rivet 39 extends across the chamber 35. The diaphragm 36 is suitably fastened between the end of the block 25 and a suitable cover cap 46. A recess II is formed in the cover cap 40 forming a chamber at the oppositeside of the diaphragm 36 from the chamber 35.

A suitable vent opens the chamber 35 to at- .mosphere, while a conduit 46 leads from the supply line of a water" or "anti-knock" fluid injection system into the chamber 4 I. The supplemental fluid injection system may be of a type shown and described in the copending application of Howard A. Alexanderson Serial No. 551,036 flied August 24, '1944 and now U. S. Patent No. 2,453,653, granted November 9, 1948 to Howard A. Alexanderson and assigned to Bendix Aviation Corporation, or of any other suitable type well known in the art. 1

In the operation of the system shown in Figure 1, it will be seen that during normal operation an increase in the pressure at the intake manifold 3 of the carburetor of an aircraft engine above a value for which the boost control I2 has been set will cause the bellows I4 to expand and shift the plate I9. Such movement of the plate I9 operates a servo valve in a direction causing a servomotor controlled thereby to shift the piston I0 so as to move the valve 1 in a closing direction and decrease the pressure at the intake manifold pressure at the intake manifold 3 below the predetermined value will cause an opposite effect.

Upon initiating the operation of the fluid injection system as by opening a supply valve-not shown, a fluid medium will be supplied to the conduit 56 under pressure of a supply pump or other suitable means well known in the, art, whereupon the fluid pressure in thechamber 4| will be increased, causing a deflection of the diaphragm 36 under the force 'of the fluid pressure. Such deflection of the diaphragm 36 will cause the rivet 39 to contact the adjacent end of A decrease in the the stem 3| and under force of the fluid medium bias the valve member to a valve open position. The opening of the valve 30 opens the end of the conduit 20 through the restricted orifice 21, chamber 2|, passage 28 and conduit 29 to the inlet or atmospheric pressure at the conduit 2 and thus provides an air leak for varying the controlling eflect of the intake manifold pressure on the bellows l4. Thus when the water emergency injection system is in operation the air leak valve '30 will be open, whereupon the flow of air through the restricted passages 26 and 21 will cause a pressure drop at the opening of the conduit I3 into the conduit 20 so that the pressure eflecting the'bellows II will be proportionally less than that at the intake manifold 3. v The effect of such pressure drop will be to cause the boost control I2 through operation of the bellows I4 to maintain a higher pressure at the intake manifold 3 during operation of the supplemental fluid injection system. Such increased boost or intake manifold pressure will permit greater engine power to be obtained during operation of the supplemental fluid iniection system than would be otherwise efl'ected.

However, upon the operation of the supplemental fluid injection system being discontinued, or upon failure of the supplemental fluid supply, the diaphragm 36 is released from the pressure of the latter fluid and the valve 30 under tension of the spring 32 is biased to a closed position, whereupon the boost control I2 is reset to a lower normal safe operating pressure and responds directly to the pressure at the intake manifold 3. s

In the form of the invention shown in Figure 1, as the altitude of the aircraft increases the prevailing atmospheric pressure decreases, whereupon during operation of the supplemental fluid injection system a corresponding increase in the pressure drop at the conduit It will be effected.

In order to effect a constant pressure drop at .the boost control regardless of changes in atmospheric pressure there has been provided the novel regulator shown in detail section in Figure 2 and having a casing or block indicated generally by the numeral 50.

In the system shown in Figure 2 there is provided a first stage turbo supercharger indicated by the numeral 5|. The turbo supercharger 5| i may be of conventional type having an air intake 1 conduit 52 and an exhaust conduit 53 for conducting exhaust gases from a turbine driving the supercharger 5|.

An air conduit 55 leads from the supercharger 5| to the intake of a carburetor 56. A throttle valve 58 controls the carburetor .intake and may be controlled by the pilot from the cabin of the plane through an operating rod 60.

A second conduit 6| leads from the outlet of the carburetor 56 to the inlet of a second stage supercharger 65. The supercharger 65 may be driven in a conventional manner from the drive shaft of an aircraft engine 66.

A conduit III leads from the outlet of the supercharger 65 to the inlet of the engine 66. An ex-' haust conduit 13 leads to the inlet of an exhaust gas turbine for driving the supercharger 5|. The

\ exhaust conduit I3 has an outlet 14 controlled by a waste gate valve 15. I

The waste gate valve 15 is adjustably positioned type such as shown in the U. S. Patent No. 2,358,845 granted September 26, 1944 to Howard A. Alexanderson having a pressure responsive element or bellows operably connected through the regulator 50 and a conduit to the intake manifold 55. The pressure responsive element'of the regulator 18 is operably connected through a suitable linkage as shown in the aforenoted patent to a servo valve controlling a servo motor operating the lever 11. The regulator is so arranged that upon an increase in the pressure of the intake manifold 55 above a set value the arm 11 is adjusted in a. direction for opening the waste gate valve 15 so as to decrease the speed of the supercharger I until the pressure within the intake manifold 55 has decreased to the set value of the regulator.

A decrease in the pressure at the intake manifold 55 below the set value will cause an opposite effect.

An arm 05 is provided for'adjusting the pressure setting of the regulator 18, as described in the aforenoted Patent No. 2,358,845 granted September 26, 1944 to Howard A. Alexanderson. The arm 05 may be operated by the pilot from the cabin of the plane through a rod 85 operably connected thereto.

The regulator 18 has provided a pressure inlet orifice 19 opening to the pressure responsive bellows of the regulator 18. Between the orifice 19 and the conduit 80 is the novel regulator 50 having a passage 90, 90A and 90B leading from the conduit 80 to the orifice 13.

The passage 90 has a restricted orifice 9| provided therein opening into the passage 90A which in turn opens into the passage 9013 as will be explained.

Passages 94 and 95 lead from the passage 90 at the pressure inlet side of the restricted orifice SL The passage .94 leads to a recess 91 formed in one end of the regulator 50. The recess 91 is closed by a flexible diaphragm I00 extending across the recess 91 and fastened in place by a cap member IOI suitably fastened to an end of the regulator 50. The cap member IOI has a suitable recess I02 provided'therein and a conduit I05 leads into the recess I02.

Plate members I08 and I09 are fastened at opposite sides of the diaphragm IN by a rivet IIO which is biased under force of the fluid medium in the chamber I02 into contacting relation with valve stem II4 controlling a valve member I I5 as will be explained hereinafter. A spring I I5 biases the diaphragm ml in an opposite direction.

The passage 95 leads to a recess II5 formed in the regulator 50 at the opposite end from the recess 91. The recess H5 is closed by a flexible diaphragm II8 extending across the recess H5 and fastened in place by a cap member I20 suitably fastened to an end of the regulator 50 and having a suitable recess I formed therein.

The flexible diaphragm IIB has plate members I21 and I28 fastened at opposite sides by a rivet I29. A spring I30 is supported at one end by a plate I33 screw threadedly engaged on an adjusting screw I34 and the opposite end of the spring I30 biases the diaphragm H8 in a direc-. tion opposing the biasing force of the fluid pressure in the chamber II5.

The rivet I29 contacts an end of a valve stem I30 for controlling a valve member I as will be explained hereinafter.

A pin I is fixedly mounted in the cap I20 and is engaged in a suitable slot I42 formed in the plate I33 for preventing rotary movement of the plate I33. The adjusting screw I34 has a flanged portion I43 positioned in a suitable recess formed in the cap I20 and held in the latter recess by a plate I45 secured to the cap I20 by fastening A head I49 of the adjusting screw I34 screws. extends through a suitable orifice formed in the plate I45 and has a cleft portion I50 whereby the screw I34 may be adjusted. Since the plate I33 is screw threadedly engaged on the screw I34 and is held from rotary movement by the pin I42 it will be seen that by rotating the screw I34 by a screw driver or other suitable means longitudinal movement will be imparted to the plate I33 for adjusting the tension of the spring I30.

Extending longitudinally in the regulator 50 is a channel I80. Positioned on opposite ends of the channel I50 are plug members I5I and I62 which are screw threadedly engaged in the channel I 50 and positioned in spaced relation one to the other. A channel is formed in the plug member I6I in which is slidably mounted the valve stem II4.

A passage I10 is formed in the member 50 opening at one end to the atmosphere and at the opposite end into a corresponding passage I1I formed on the plug IBI and opening into a passage I12 extending longitudinally in the plug IEI. The passage I12 opens into the channel I50 and the latter opening of the passage I12 is controlled by the valve II5 operated through the valve stem H4.

The passage 90 formed in the member 50 opens at the fluid outlet side of the restricted orifice 9| into a passage 90A and the latter passage opens at its opposite end into passage 903. The passage 90A also opens into a. passage I14 extending longitudinally in the plug I62. The passage I14 opens into the channel I and the latter opening of the passage I14 is controlled by the valve I40 operated through the valve stem I38. A spring I15 is interposed between the valve members H5 and I40 and biases the respective valve stems H63 and I38 into contacting relation with the rivets IIO and I29 of the diaphragms I0! and I I8 respectively. Thus movement of the dia phragms IM and H8 imparts a movement to the respective valve stem operably contacting the same.

The passage B opens at its opposite end into the pressure inlet passage 19 of the regulator 18. A second passage I16 leads from the passage 9013 to the chamber I25 so that the diaphragm H8 is actuated by the difference in the pressures acting within the passages 90 and 90A. The latter being the pressure effective between the restricted orifice BI and the opening I14 to atmosphere.

The conduit I05 leads from the supply line of the water or antiknock fluid injection system previously described into the chamber I02. When the fluid injection system is not in operation the spring II6 forces the diaphragm MI in a direction toward the chamber I02, whereupon the spring I15 causes the valve I I5 to close the opening of the passage I12 so that no air leak is effective upon the passages 90, 90A, or 903, whereupon the regulator 18 operates in the normal manner at the pressure setting selected through operation of the lever 85.

However, upon initiation of the fluid injection system as by the opening of a supply valve not shown, a fluid medium will be supplied the conduit I 05 under pressure of a supply pump or other suitable means well-known in the art, whereupon the fluid pressure in the chamber I02 will be increased causing a deflection of the diaphragm MI in a direction opening the valve II5.

The valve I40 will then be controlled by the diaphragm H8 in response to thedifierence between the pressure in the passage 90 at the inlet side of the restricted orifice 9| and the pressure in the passage 90A between the restricted orifice 9| and the valve controlled orifice I14. The diaphragm H8 will adjust the valve I14 so as to maintain a predetermined constant difference or drop in pressure between the pressure at -the inlet to the restricted orifice 9| and the pressure at-the outlet of the restricted orifice 9| regardless of changes in atmospheric pressure due to variations in altitude or other conditions.

This pressure drop or differential in pressure between the passage 90 and 90A may be varied by adjusting the tension of the spring I30 through operation of the adjusting member I34.

Such drop in pressure to the control 18 effects an increase in the pressure setting or datum of the control 18 so that during operation of the water injection system the control 18 will tend to operate the waste gate 15 so as to maintain the pressure in the intake conduit 55 at the latter increased reset value. The said increased boost pressure will permit greater engine power to be obtained during operation of the supplemental fiuid injection system than would be otherwise possible.

However, upon the operation of the supplemental fiuld injection system being discontinued,

' the pressure ,supplied the chamber I02 through Although only two embodiments of the invention have been illustrated and described, various changes in the form and relative arrangement of the parts whichwill now appear to those skilled in the art may be made without departing from the scope of the invention. Reference is therefore to be had to the appended claims for a definition of the limits of the invention.

What is claimed is: 1. A device of the character described, com- I prising, in combination, a conduit for conducting a superatmospheric pressure medium, said conduit having a restricted orifice positioned therein intermediate the inlet and outlet of said conduit and an airleak therein at the outlet side of said restricted orifice, a first valve member for opening and closing said air leak, a second valve membar for regulating said airleak, spring means positioned between said first and second valve members for biasing said valve members in a direction for closing said airleak, operator-operated means for controlling said first valve member, and differential pressure responsive means for'operating said second valve member upon said first valve member being in an open position, said difi'erential pressure responsive means being responsive to the difference between the pressures at the inlet and outlet of said restricted orifice and arranged to operate said second valve member so as to maintain a predetermined substantially constant differential between the pressures at the inlet and outlet of said restricted orifice.

2. A device of the character described, comprising, in combination, a conduit for conducting a superatmospheric pressure medium, said conduit having a restricted orifice positioned therein intermediate the inlet and outlet of said conduit and an alrleak therein at the outlet side of said restricted orifice, a first valve member for opening and closing said airleak, a second valve member for regulating said airleak, spring means posi-' tioned between said first and second valve members for biasing said valve members in a directionfor closing said airleak, operator-operated means for controlling said first valve member, diiferential pressure responsive means for operating said second valve member upon said first valve member being in an open position, said differential pressure responsive means being responsive to the diiference between the pressures at the inlet and outlet of said restricted orificeand arranged to operate said second valve member so as to maintain a predetermined substantially constant diiferential between the pressures at the inlet and outlet of said restricted orifice, and adjustable spring means for varying the value of said differential. I

3. For use with an internal combustion aircraft engine having a supercharger for supplying air to the induction system of the engine, a supplemental fiuid injection system, and a boost control for regulating said supercharger; means for changing the datum of said boost control, comprising, in combination, a casing having formed therein a passage adapted to connect the induction system to said boost control to supply a controlling fiuid pressure to the boost control, a second passage in said casing providing a fluid pressure leak for the first mentioned passage, a restriction in said first passage at one side of said fluid pressure leak, a first valve member for con-'- trolling said second passage, a second valve member for regulating said second passage, a first control member positioned in one end of said casing for controlling said first valve member, a second control member positioned in the opposite end of said casing for regulating said second valve member, said second control member responsive to diiferential fiuid pressures acting atoppcsite sides of said restriction to regulate said second valve member and thereby maintain a predetermined differential between such fiuid pressures, and said first control member responsive to operation of the supplemental fluid injection system of said engine to actuate said first valve member to a position opening said second passage to thereby permit operation of said second valve member.

4. The combination defined by claim 3 in which said second passage extends transverse said first passage, and said first and second valve members are positioned in axial alignment in said second passage and extend toward opposite ends of said casing.

5. For use with an internal combustion aircraft engine having a supercharger for supplying air to the induction system of the engine, a supplemental fiuid injection system, and a boost control..for regulating said supercharger; means for changing the datum of said boost control, comprising, in combination, a casing, a conduit extending through said casing for connecting said induction system to said boost control to supply a controlling fiuid pressure to the boost control, said conduit having a fluid pressure leak, a first restriction in said conduit between the induction system and boost control, a second restriction between the conduit and the fluid pressure leak,

and control means for said fluid pressure leak including a valve and a member operatively connected to said valve and mounted in said casing, and said member responsive to operation of the supplemental fluid injection system of said englue.

6. The combination defined by claim 5 including in said casing a second valve to vary one of said restrictions, and a. diflerential pressure responsive member for regulating said valve so as to maintain a constant diflerential between the pressure in said induction system and the pressuresupplied said boost control.

HAROLD A. WHEELER.

1 nnr'nmmcns crrnn The following references are of record in the tile of this patent:

I UNITED STATES PATENTS Number Name Date 1,641,944 Bristol Sept. 6, 1927 1,699,676 Rush Jan. 22, 1929 1,713,833 Kochendorfer May 21, 1929 1,787,686 Kerr Jan. 6, 1931 1,934,758 Temple Nov. 14, 1933 2,098,914 Gorrie Nov. 9, 1937 2,233,307 Dodson Feb. 25, 1941' 2,272,684 Vickers Feb. 10, 1942 

